Tandem gas-engine.



PATENTED MAR. 2'7, 1906.

L. P. BURGER. TANDEM GAS ENGINE. APPLICATION FILED FEB.2.1905.

3 SHEETSSHEET l.

No. 316,215. fliTENTEE MAE, 2?. 3965.

L. F. B RGE TANDEM GAS ENGINE. APPLICATION FILED F331. 1905.

3 SHEET$-SHEET 2.

[NI/ENTOX gawk/ya No. 816,215. PATENTED MAR. 27, 1906.

L.P.BURGER. TANDEM GAS ENGINE. APPLICATION FILED PEB.2. 1905.

impaldfi 144m L To' all-Z- whmn it 1na'ly concern.-

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L o'PoLn F; or ANnnRseN;ffin-DI NA; 'A'ssienon ToWoot EY' rounb' tr' 'e' 1ireHI-nn, -wo11 s, or ANDERSON, menu; 1 --.iTANDEQQGQSQENGINEQ 'sijaais.

Specificationofiettrs-Patent. I Patented me'rclai 27,

Application file'd rams 2,1965. Serial No. 243.825;

Be it known that I, LEOIOLD F. Bunsen, a citizen of the UnitedStates, residing at Anderson, in the county of Madison, State of Indiana, have invented certain newand useful Improvements in Tandem Gas-Engines, of which the followingis a specification, reference being hadtherein to the accompany mg drawings. s

i This invention relates to a duplex tandemengine, and particularly to an ex-losiveen I gine comprising a plurality of cy i'nders opcrating upon a four-cycle system.

" The invention has for its object to provide" a compression-chamber at the end 0 one of the cylinders, whereby the i'ston therein is adapted to compress the iuid within this chamber, which is subsequently alternately supplied .to the explosion-chambers in addi tion to the suction-i take of explosive mixture drawn into'the cylinder in the movement of,

{of the invention will be hereinafter set forth and the novel features thereof defined by the appended claims.

n the drawings, Figure 1 is-a side elevation of. the engine with parts in section; Fig 2, a longitudinal horizontal section thereol on the hne 2 2 of Fig. 1; Fig. 3,'a vertical cross-section on the line 3 3 of Fig. 1; Fi 4, a similar. view on the line 4 4; F i .5 a etail horizontal section of a-modifie application.

in which the governing-valve is omitted from 'the conipressionfchaniber, and'Fig.-6 a verti-' cal cross-section upon the line 6 6 of Fig. 5.

. Like letters of reference refer tohke parts v in the several fi ures of the drawings.

The letter-A designates the engine base or fotmdation, which may be of any desired character or configuration and which is adapted to support at one end a crank-shaft A,

aving secured thereto the usual lialance' or {fly whee-l A; while at the opposite endpf the base the cylinders B and Care 'snpported tandem. relation to eachother. ;Lthe. outer.

and the cylinders aresuitablywater-jac for the purpose of cooling the same inthe -"usual i Y cylinder may lie-separated. by any-meanse for M instance, a standard A as shown l manner and are supportedbyja partition- D,.z I

-tl'irough which a piston-rod.

extends and is 'connected to the" pistons B' and, Q within the cylinders B andC, respectively; Aisuit' tion .. 5 able packin -box Dis provided-in the p'arti- Y which partition preferabl is of a dour blewall construction,- as herein s own, but it.

is only necessary that the same offer a r'opr resistance to the explosive action in t e-cylrinderO. At one end of each of. the pistons.

an explosion-chamber B aridCji's provided,

while at the o posite eridof the cyl nder B a Yiamber E is formedfiandthe. 'p'iston B' therein has a solid rear. face .B,

compression-c which acts as a compressing-piston'forthe. fluid within this chamber in the. outward' movement of the piston B. The piston C is packed in the usual manner and is provided with a pivoted connection C to a'pitinan A, extending from the arm of the crank-shaft A. Each of theexplosive-cylinders is sup plied with a suitable intake-valve of any ordinaryconstruction-for instance, the-form of va e'herein illustrated in Fig.2, which has been found'very desirable and is more specifically disclosedin my allowed application, filed December-19, 1903, Serial No. 185,880. This 'forin of valve comprises an intake-valve F, provided at the lower end of its stem F with a tGIISiOIl-SPIl F by which it is normally held closed, and this valve is fed by a cylindrical governing-valve F"',- having 'ports ofgreater area than theiports-of' he casi F, within which it reciprocates.

This 'casingis surrounded fora portionof-its lengtliby anair-chamberF bywhich'air is supplied to the-ports of the valve, and at one as. A

end with gas por'ts F, communicating with-I.

the chamber 13 atithe lower portion of the intakevalye. .These intakefgoverning-valves are provided for each of the'explosive-cylinders in order that the usual charge may be taken therein, andif it be desired to compress a mixed charge of air and gas within the compression-cylinder a similar valve is provided at that point, as shown in Fig. 2, while if-it be preferable to' compress only a single fluidan ordinary spring-controlled intakevalve may be rovided, as shown at G in Figs. and 6. n this modification of the invention the casing G of the valve G may be connected at G with a source either of air or of as, and the fluid received therethrough wil be compressed'and distributed, as hereinafter set forth. The valve G. in this form is held normally closed by means of the spring G, acting upon the stem G3 thereof, so that the' chargeis drawn into the compressingcylinder in the movement ofthe piston away therefrom. The series. of these governin valves as used are connected to a suitab e gasesupply pipe F, as shown in Fig 2. VVh'en this system of governing-valves is used, they are connected togetherby any desired form of valve-rod, as shown at F and governed by the crank-shaft through the medium of suitable governing mechanism, one form of' which, particularly desirable for this purpose, is herein illustrated and comprises a pinion -H, rotatably mounted upon the end of the crank-shaft beyond the balance-wheel A and provided with a wrist-pin H, disposed eccentrically to the axis of the crank-shaft, from which a rod H extends-and-is connected to the crank-arm H of arock-shaft pivotally mounted upon the base of the engine and provided at its inner'end with a similar arm H, connected to the valve-rod F to control the same. The "eccentric-pin H is usually set from ninety degrees to one hundred degrees ahead of the crank-a rm, and its position relative thereto is shifted by means of the gov-' ernor H provided with the usual wei hts H and pivotally mounted at H upon t e balance-wheel. At one side of its pivot a segmental gear H is provided, which meshes with the pinion H to move the salne, while the usual tension-spring H and dash-pot H" upon a bracket and provided at its opposite endwith a contact-face 1, adapted to be engaged by a earn 1, secured to a rotated layshaft' 1 so that the valve may be automatically opened at the proper period to supply the charge from thecompression-chamber to the explosive-chamber afterthe cylinder has drawn in its ordinary charge. Two of thesevalves are shown in 'Fig. 1, one to independentl vc-ontrol the feed to each of the explosivecylinders, and their number mav be varied as found necessary or desirable. l ronreach of -these valves :1 suitable feed-pipe 1 extends to the chamber of. thefintake valve F, as shown in Figs. 1 and 2.

Each of the explosive-cylinders is provided with any desired form of exhaust-valve, as shown at J, mounted in acasing J and pro-.

vided with a stem J having the usual ten sion-spring J for retaining the valve in a closed osition. For the purpose of opening the va ve at the proper period to relieve the exhaust from the cylinders a crank-arm J is pivotally mounted upon a bracket from the casing J and provided with bifurcated arms J to embrace the lower portion of the casing, from which a shoe or stirrup J is pivotally suspended, Figs. 1 and 3, and embraces .the

lower end of the valve-stem J This crank shaft may be rotated by any desired n'1eans-- 5 for instance, the worm gearing K K, as shown in Fig. 2, wherebyit is rotated in relation to the crank-shaft so as to effect one rotation during'every'two revolutions of the crank-shaft.

In the operation of this engine the pistons perform the usual functions of a four-cycle engine, but are so controlled as to operate in altemation that is, while one piston is drawing in a fresh charge the other is at its explosion-stroke. Under such conditions, with the parts in the osition shown in F 2, the

iston at the le t in its movement from the intake-valve will draw in a charge of air and gas through'the controlling-valve at atmospheric pressure. During this'movement the face of the piston op osite the compression chamber has effected charge within this chamber. and the autornatically=coiitrolled valve from the coinpression-chamber is then opened and introduces a corn ressed charge into the cylinder supplementa to the charge drawn therein at atmospheric pressure; In the return movement of the. left 'piston toward the intakevalve the combined charges are compressed,

constituting the second cycle, and w ien this piston has reached the height of its compression the ignition of the charge thus com pressed occurs, driving the iston to the right and thus compresslng the c large in the chamber which has been drawn in durlng the second cycle of this piston movement. During the return movement of the left piston tnward the intake-valve et'mstituting the fourth cycle the cxhaust lialve is .opened and the explosion-elmmber freed from burned gas in the usual manner. During the explosionstroke of the left piston the right piston a compression of the ,draws -11]. its charge, and at the end of this suction-charge in the cylinder of the right piston. the compressed charge is admitted by the:automatically--controlled valves of the f compressiomchamber, so that it will be ap parent that an impulse isreceived at each revolution by the alternate operation of the single compression chamber supplies both of exhaust-valves for the respective cylinders which are controlled by the lay-shaft geared to rotate one revolution for every two of the crank-shaft. It will also be seen that the the explosion-cylinders by the alternatelyoperatedvalves disposed therein and communicating with each of said chambers, while both the ex losion-cylinders and the compression-chain er are supplied with automatically and simultaneously controlled valves actuated by a governor carried upon a crank shaft of the engine. This governor will remainin fixed position until the engine reaches the. speed at which itis set, when through the connections shown the eccenone undered de rees ahead of the crank to possibly one hun red and fifty degrees ahead,

- according to theload upon the engme, and

by so doing will open t e ports of'the controlling-valves before the suction-stroke and close these ports before the end of that stroke,

thus permitting only a small amount of air.

and gas to be drawn into the cylinders, which effects a very light expansion relative to the ower desired for the load upon the engine.

11 the modified form of the invention-an ordinary intake-valve has been used, and in such event the compression-ch amber may be fed by producer-gas or air alone. In the former case no air is admitted through the intake-valve, and as. the producer-gas is of a very low British thermal unit and requires a great deal more gas than would be required when using naturaLor artificial gas therefore by permitting the pistons to draw in their regular charge of the mixed air and gas into the explosioncylinders and adding thereto-the gas com ressed in the compression-chamber throng the valve connections:

the volume of gas in the explosion-c linders will 'be increased, and as a natura 'consequence willhave approximately-as strong an expansion as either natural or artificial gas, thus efl'ecting'a duplex engine.

in' most cases to admit air to the compresvalve would'be required to control the amount of air that was admitted into the compression chamber, It will be seen that an engine constructed in accordance with this .in=

trio-pin Wlll be shifted from niiietv degrees to In the event. that natural gas be used it is only necessary b the;centrally-disposed compressiorr camber as wh heair or gas or combined gas and air ar 'sed. This compressionly intended and adapt g n with a plu'rality of cylinder; e'operating ona four cycle'sys; tem,whether they be 1 "osed' in tandem or otherwise,'said cylind ,e'ing: controlled for alternate operation, a t forth. Thus there will be an, explosive int ulse one cylinder during one revolution 0 the crank-shaft and a similar impulse in the other cylinder during the next revolution, and as the compressionchamber acts with every "revolution both of the cylinders may be'convenientl charged from the single compression-cham er. This chamber is-also adapted for use either with as or air singly or gas and air combined, as

ereinbefore described, and the use of the supplemental compressed. charge in addition to the suction charge of the cylinder greatly increases the'power of the engine and provides means by which the explosive mixturema be controlled in character and degreeto e feet the most efficient results.

Itjwill be obvious that changes may be made in the details of constructionand comfiguration without departing from the spirit of the invention as defined by the appended claims. j

Having described my invention and set forth its merits, what I claim, and desire to secure by Letters Patent, is' y 1. Ina gas-engine, a plurality of cylinders having explosion-chambers at thesame end, simultaneously-operating pistons therein, a compressionchamber d sposed intermediate of said cylinders and in communication with the piston in one thereof at its end opposite the explosion-chamber, and means to convey the compressed fluid from said chamber to either of the cylinders.

2. In a gas-engine, a plurality of cylinders having explosion-chambers at the same end, simultaneously-operating pistons therein, a

compression-chamber disposed intermediate of said cyl-mders and in communicatlon with the piston in one thereof at its end opposite the explosibn-chamber, means to convey the com ressed fluid from said, chamberto either of t e c .li-nders, and governing valves for each of't e-cylinders independent of the conyeying means fI'QIH the compression-chamn 3, In ages-eng ne, a plurality. of cylinders having explosion-chambers at the-same end, simultaneously-operating pistons therein, a compression chamber disposed intermediate of said cylindersand in communication with the piston in one thereof at its end opposite the explosion chamber, means to convey the compressed fluid from said chamber to e ther of the cylinders,governing-valves at the intake for each of the cylinders independent of 6 5 vention will produce about twice the power I the conveying means from the compressionchamber, and independent dischar e-valves to control the conveying means from the compression-chamber to each cylinder.

4. In a gas-engine. a plurality of cylinders,

having explos'o11-cliainbcrs at the same end, simultaneouslv-operating pistons therein, a compression chamber disposed intermediate of said cylipders "and in (OIHHlUHiCfihOH With the piston in one thereof atrits end opposite the explosion-chamber, means to convey the compressed tluid' from sa'd chamber to either of the cylinders, governing-valves for each of the cylinders independent of the. conveying means from the compression-chamber, independent discharge-valves to control the conveying means from the compressionchamber, a crankshaft, a governor carried thereby and connected to said governorvalves to simultaneously operate the same, and a shaft driven from the crank-shaft and provided with means for alternately operating the discharge-valves from the compresslon-chamber.

5. In a gas-engine, a plurality of cylinders separated by a partition, pistons in said cylinders connected by a rod extending through said partition, ex losion chambers at the same end of each ol said cylinders, and an independent compresslomchamber at the opposite end of one cylinder from the explosionchamber therein and communicating with both explosion-chambers.

6. In a as-engine, a plurality of cylinders separated y a partition, pistons in said cylinders connected by a rod extending through said partition, explosion-chambers at the same end of each of said cylinders, a compression-chamber at the opposite end of one cylinder from the explosionchamber therein, intake-valves for all of said chambers, and discharge-valves for the compression-charm ber communicating alternately With each of the explosion-chambers.

7. In a gas-engine, a plurality of cylinders separated by a partition, pistons in said cylinders connected by a rod extend ng through said partition, explosion-chambers at the same end of each of said cylinders, a compression-chamber at the opposite end of one cylinder from the explosion-chamber therein, intake-valves for all of said chambers, d'scharge valves for the compressionchamber communicating with each of the intakevalves for the explosion-chambers, exhaustvalves for each of the explosIon-chambers, and a driven shaft provided with means for alternately controlling both the d schargevalves of the compresson-chambers and the exhaust-valves of the explosion-chambers.

8. In a gas-engine, a plurality of cylinders separated by a partition, pistons in said cylinders connected by a rod extending through said partition, explosion chambers at the same end of each of said cylinders, a compression-chamber at the opposite end of one cylinder from the explosion-chamber therein; intake-valves for all of said chambers, discharge-valves for the compression-chamber communicating with each of the intake-valves for the explosion-chambers, exhaust-valves for each of the explosion-chambers, a driven shaft provided with means for alternately controlling both the discharge-valves of the compression chambers and the exhaustvalves of the explosioinchambers, a governing-valve for each of the explosion-chambers, and a governor for simultaneously controlling said valves.

9. In a gas-engine, a plurality of cylinders separated by a partition, pistons in said cylinders connected by a rod extending through said partition, explosion-chambers at one end of said cylinders, a compression-chamber at the opposite end of one cylinder from the explosion-chamber therein, intake-valves for all of said chambers, discharge-valves fort-he compression-chamber communicating With each of the intake-valves for the explosionchambers, exhaust-valves for each of the explosion-chalnbers, a driven shaft provided with means for alternately controlling both the discharge-valves of the compression chambers and the exhaust-valves of the explosion-chambers, a governing-valve for each one end with intake and exhaust valves and at the opposite end with a compression-chamher, a piston Within said chamber having opposite operating-faces, a discharge-valve carried by said compressionchamber, a lever for opening said valve, a lay-shaft provided with a cam for operating said lever, a crankshaft, and gearing from said crank-shaft to said lay-shaft for operating the same relative to the rotation of the crank-shaft.

11. In a gas-engine, a plurality of cylinders, pistons therein connected for simultaneous operation, intake-valves for said cylinders, a compression-chamber, and means constructed and arranged for admitting the compressed fiuid to said cylinders after the suction charge has been received therein.

12. In a gas-engine, a plurality of cylinders, pistons therein connected for simultaneous operation, intake-valves for said. cylinders, a compressionchamber, means con-- structed and arranged for admitting the 001m pressed fluid to said cylinders after the suc= tion charge has been received therein, and means for controlling the feed and exhaustto said cylinders to permit an alternate opera tion thereof.

13. In a gas-engine, a plurality of cylinders, pistons therein connected for simultaneous ()POIiltlOIl, intake-valves for said cylinders, a compression-chamber, means constructed and arranged for admitting the compressed fluid to said cylinders after the suction charge has been received therein, a controlling-valve for each of said cylinders, an intake-valve for said chamber, and a connection from the compression-chamber to the intake-valve beyond the controlling-valve.

14. In a gas-engine, a plurality of cylinders, pistons therein connected for simultaneous operation, intake-Valves for said cylinders, a compression-chamber, means for admitting the compressed fluid to said cylindersaf-ter the suction charge been received the'i em, a controlling-valve for each of said cylinders, an intake-valve for said chamher, a connection from the compression-chamher to an intake-valve beyond the controllingvalve, a crank-shaft, a governor mounted thereon, and means extending from said governor for shifting the controlling-valves relative to the load upon the engine.

In testimony'whereof I aflixmy signature in presence of two Witnesses. LEOPOLD F. BURGER.

\Vitnesses J OHN F, OURNs, CLAYTON E. OHEEsMAN. 

